MXPA96000672A - Assembly of diverter of work of via paraferrocar - Google Patents

Abstract

The present invention relates to a track rail derailleur assembly for rail, in combination with a pair of counter rail components, characterized in that it comprises: a body component having integrally formed rail elements each having a guard surface which defines a guard line, an integrally formed V shaped needle element having a pair of intermeshing surfaces defining intermeshing lines, and a pair of integrally formed flange track elements respectively positioned intermediate each said line of intersection. guard and one of said adjacent meshing lines, a constant width of filler material applied to each of the guard surfaces of said rail elements defining said guard lines to thereby increase the area of the contact surface of the wheels of said rail elements and reducing the width of said tab track elements at a uniform distance, to support said wheel on said rail element for a greater distance, prior to transfer to said needle surface; fastener means securing said counter-rail elements of the central body component to said pair of counter-rail components; and each interlacing line of said needle element being oriented truely parallel to its respective adjacent rail element guard line and being uniformly spaced from its respective adjacent rail element guard line by a uniform distance of about 4,445.

Description

ASSEMBLY OF DIVERTER OF WORK OF VIA FOR RAILWAY FIELD OF THE INVENTION This invention relates generally to railroad track works, and particularly refers to railway track work diverter assemblies that have a large impact on the load carrying capacity that the normal equivalent diverter assemblies functionally have a deviator needle element "loaded" although it does not include a "loaded" needle element in its construction.

BACKGROUND OF THE INVENTION A rail derailleur is an assembly of components or elements that are installed at the intersection of two rail track master lanes to allow the flanges of the rail flanged carriage wheels to move along one of the master lanes to effectively pass through the master lane without changing the lift of the carriage wheel. The diverter assembly supports the flange running surface of each carriage wheel as it passes from an assembly counter rail component, through a spacer-type flange track member, and the diverter needle component when the Wheel moves in a "tilting motion" direction.

Y When moving in an opposite direction or "trailing movement" the rolling of the fecrocarp wheel with tabs passes from being fully supported by the needle element through the flange track, and completely over the counter element. -lane. The flange tracks of the diverter assembly are positioned essentially intermediate the needle element of the assembly and with respect to a counter rail element of the assembly. It has been observed that for extended periods the rail industry standard or the conventional track work diverter assembly, particularly as it is used in changing main line roads and passageways subject to high speed and / or heavy traffic, will experience and exhibit a crushing degradation of the running surface of the derailleur needle element in that area where the derailleur bearing surface areas are impacted by the wheel loads as the rail car wheels move and transfer from the total support of the diverter counter-rail element until the complete assembly of the diverter needle element. To correct the deficiency observed so far it has been common to add wheel support material ("fill") for each of the bent V-shaped diverter needle elements starting at the needle location at 1.27 cm from the element and in a tapered manner that extends either to the element distribution location of 7.62 cm or the distribution location 17.7 & cm. ET1 aggregate material on each side is tapered from 0.317 cm wide at the needle location of 1.27 cm to a width of zero at the applicable needle element distribution location, and provides the needle element with a section area Improved cross-section in its impact wheel transfer wheel. However, such addition of support material to the wheel each side of the diverter needle element, while desirably providing an improved needle width and an improved cross-sectional area in the diverter needle element of the region of the It is transferred to the impact, unnecessarily complicates the machining process, the flange paths of the assembly needle element and also undesirably results in changes in the orientation of the actual intermeshing lines of the needle element to a condition where they are not actually parallel to their counter-rail element guard lines of the respective adjacent diverter. The extra needle material commonly added along each trailing line reduces the rail work rail interlacing and also becomes a potential obstruction to the passage of the wheel flanges. further, the taper angle of the filler or aggregate material introduces a new lateral load to the structure of the track work diverter. Therefore, the common "filler" modification thus far makes the diverter design difficult to machining, assembling, installing and riveting. It has been discovered that the normal rail industry derailleur can be modified to produce a better heavy needle deviator capacity without material added to or "filling" the sides of the needle element and therefore incurring P? the numerous disadvantages noted above. Such a novel modification basically involves adding carriage wheel support material to increase the width of the rail and diverter elements in their guard lines in order to increase the width of the needle element in their rail lines. . Doing this, while reducing the width of the spacing between the guard lines of the derailleur counter-rail element and the interlining lines of the diverter needle element within an acceptable limit, does not entail the problems associated with knowledge. of the deviated needle loading modification * .1 of the prior art. As described so far, the modification of the location of the guard line of the diverter rails element works to increase the width of the tapered surface of the diverter rails element and to simultaneously change the location of the deviator. center of the deviator needle element area of the wheel transferring to a position where the needle element has a greater width, a shear area of greater cross section and greater resistance to damage of the tapered surface of the element Needle that would otherwise be caused by the impacts of loads of the railroad car wheels with flange passing through the diverter.

BRIEF DESCRIPTION OF THE INVENTION The rail derailleur assembly of the present invention in a preferred embodiment is comprised basically of a pair of spaced apart rail components as a central body component, and a pair of nose rail components, all suitable bonded components and cooperatively in a unitary structure. The central body component in the assembly is placed laterally intermediate to the counter-rail components, is generally manufactured by the efficient machining of an appropriate manganese steel casting, and has an extreme configuration having an integrally formed counter rail. Flange path and needle elements. The needle element is generally V-shaped in its profile and on each of the main sides contains a vertical trellis line that when installed to the assembly installation is a real straight line extension of the interlayer lines of its rail track and its rail and its master rail. The adjacent inner side of each counter rail element contains a guard line that is completely parallel to the vertical rail line of the needle element. Each side of the needle element is separated from its respective adjacent counter-rail element by one of the flange track elements of the central body. Also, the sides of the rail elements of the assembly face directly opposite each other as the flange track narrowing area is partly separated by the combined extensions of the flange track elements of the central body. An additional impact load bearing capacity is provided in the assembly by closely integrating the integral flange tracks of the central body from a normal width approximately 0.317-2.22 cm to a reduced width of 0.64-6-1.90 cm a through a zone extending from the narrowing of the central body to the ends of the integrally formed counter elements closer to the formed needle element, and which results in the guard line of the counter-rail element moving. by the difference in distance (i.e., 0.317 cm) the more it ceases from its interlayer line of the respective and parallel needle element. As a result, the increased tapered surface width of each counter-rail element supports the flange rolling of a rail wheel that passes for a greater transition distance and therefore causes the center of the transfer impact zone of the wheel of the needle element is positioned relative to that of a conventional "needle-loaded" diverter assembly and comparable to a position where the cross-sectional area of the needle element is greatest, thereby reducing the deformation of the surface taper of the needle element due to the impact loads of the wheel. Other advantages of the present invention will become apparent from an adequate consideration of the drawings, detailed description and claims that follow. While the above description basically refers to a type of rail connector of the diverter assembly having a core body component of manganese steel, the invention also has the same application for solid-type diverter assembly wherein the elements of counter rail and central body are integrally cast with the counter rail components to thereby eliminate the need to connect the counter rail elements to the counter rail elements as by pitch bolts as is typically done in the case of derailleur assembly rail connector type. Generally, solid-type diverter assemblies are more commonly manufactured on a smaller scale of diverter assembly sizes (AREA sizes Nos. 4 to 12) and are recommended for use at rail intersections involving heavy traffic but only at moderate speeds; the rail connector diverter assemblies, on the other hand, are manufactured in sizes ranging up to A.R.E.A. No. 20 to apply icons that involve both heavy traffic and high speed changes of trains.

DESCRIPTION OF THE DRAWINGS Figure 1 is a plan view of the main components of a track work diverter assembly for normal rail; Figure 2 is a plan view of the main components of the normal railway track work diverter assembly of Figure 1 as modified so far in a known manner to minimize the deformation of the tapered surface impact of the element deviator needle; Figure 3 is a plan view of the main components of a track rail derailleur assembly constructed in accordance with the present invention; Figure 4 is a sectional view taken along line 4-4 of Figure 1; Figure 5 is a sectional view taken along line 5-5 of Figure 2; Figure or is a sectional view taken along line 6-6 of Figure 3.

DETAILED DESCRIPTION Figure 1 illustrates the main components of a track work diverter assembly 10 of the normal railroad industry which is comprised primarily of a central body component 12, a pair of counter rail components 14 and 16, and a pair of tip rail components 16 and 20. Although not shown in Figures 1 to 3 of the drawings, threaded fasteners (e.g., bolt combinations of bolt and nuts) are typically used to secure the central body component 12 to rails 14 and 16 (and to join the tip rail components 16 and 20 to the tip extension portion 22 of the central body component 12), which are only shown in Figures 4 to 6. Although they are not shown either in the drawings, the reinforcement plates, clamps, and other various tools that are typically provided with the components of the derailleur assembly 10 are required for proper installation of the conventional joint assembly. it is in the incorporation and intersection of the master lane (main line) and the changeway or way of passage of the railway lines. The central body component 12 is normally formed from a manganese steel casting which is subsequently machined to have accurately and integrally formed counter-rail elements 24 and 26 V-shaped needle element 26, and flange tracks 30 and 32 which are each positioned intermediate between the needle element 26 and its respective counter-rail elements 24 or 26. Also, each side of the needle element 26 has a meshing line 34 to 36, and counter-rail elements 24 and 26 have guard lines 36 and 40. Lines 34 and 36 are each vertical, and are parallel to their respective and adjacent counterpart guard lines 36, 40 and extend to the sides of the needle element. In the complete installation, the interrail lines 34 and 36 are each a vertical line extension of the erectile rail lines of their attached tip rail elements respectively 16 to 20, so that they are actually parallel to the lines more adjacent guardrails 30 and 40. For figure 1, the diverter assembly, the widths between the guard rail and the guard lines of the flange track elements 30 and 32 are a normal distance AREA of 0.317-2.22 cm. The center of the wheel transfer impact area on the tapered surface of the needle element 26 in the direction of the "tilting" movement is 66,355 cm from the point of the needle element 26, and the needle element 26 has a cross-sectional area of 15.3366 cma in that position. Figures 2 and 5 are similar to Figures 1 and 4 except that they are provided to illustrate a common modification hitherto of the normal derailleur assembly 10 to provide it with a "heavy point" impact resistance capability. The "heavy needle" diverter assembly of the prior art is designated by the reference number 50 in the drawings. The counter-rail elements 24 and 26 of the central body 52 remain the same as in FIGS. 1 and 4, although the new needle element 54 is different from the element 26 of FIGS. 1 and 4. More specifically, the additional impact receiving material is provided in the needle element 54 as compared to the needle element 26 and is thus shown schematically by the cross-sectional areas in dotted lines designated 56 and 56. Accordingly, the new lines of 60 and 62 interlayer replace the lines of eptrecarril 34 and 36, respectively. As indicated in the summary provided above, the material additions 56 and 56 have a tapered profile that varies the width of the needle element 52 by a distance of approximately 0.325 cm on each side (total of 0.635 cm) at the point location. 1.27 cm from the needle element to an additional distance of 0 either at the 7.62 cm distribution location of the needle element or at the 17.76 cm distribution location of the needle element. Although the center of the wheel transfer impact zone moves closer to the point location of the needle element, the width of the needle is increased by "filling". In the case of a heavy needle deviator assembly of the prior art having the tapered aggregate material from 0.317 cm at the location of 1.27 of the needle element to 0 at the distribution location of 17.71 cm, the increased width results in a cross-sectional area of the needle element of 32.65 c.m '? compared to the above-mentioned cross-sectional area of 30.66 cmsa at the point of total load transfer in the normal non-loaded derailleur assembly construction. The indicated cross-sections are based on normal derailleur assembly profiles A.R.E.A. No. 11. In the case of Figures 2 and 5, the assembly, however, it should be noted that the rail line 60 is not truly parallel to the guard line 36 and also the cross rail 62 is not truly parallel to the guard line 40. Is this condition unnecessarily more complex? difficult to machine. Likewise, the aggregate materials 56 and 56 are potential obstructions to the passage of the wheel flanges of the carriage through the diverter assembly and also being able to impose additional undesirable lateral loads on the carriage wheel flanges. In Figure 2, the modified tab track elements are designated by the reference numerals 64 and 66. In order to overcome the deficiencies of the prior art, the diverter assembly 70 of Figures 3 and 6 is provided which includes an embodiment preferred of the present invention. The assembly 70 includes a central body 72 which is comprised of the same needle element 26 as in the assembly construction of the prior art (Figures 1 and 4) although it has different counter-rail elements 74 and 76. In Figure 3, the modality of the central body component of the "filler" material assembly is added to the inner sides of the .1.3 back rail elements 74 and 76 as shown by the shaded section areas 76 and 60. The new guard lines of the counter rail element 66 and 64 are each shifted inwardly at a uniform distance of approximately 0.317 cm from their position in figures 1, 2, 4, and 5 and in their new location remain really parallel to the interlock lines 34 and 36 of the needle element 26. In this way, the machining of the flange track elements 66 and 66 they remain relatively uncomplicated as in the case of Figures 1 and 3 of the modalities of the flange track element. However, the flange track elements 66 or 66 are each approximately 0.317 cm narrower in a uniform manner than each flange track element 30 or 32. Likewise, as indicated earlier in this specification, the support material Aggregate impact load 76 and 60 essentially changes the point where the wheel impact loads are fully transferred from the counter-rail elements to the tapered surface of the needle element by an additional displacement distance and such change is for a location at The width of the needle element is greater and the area of shear stress of cross section is greater. In the case of a derailleur assembly construction A.R.E.A. No. 11 modified in accordance with Figures 3 and 6, the center of the load transfer impact zone becomes 33.07 cma in cross section compared to the cross sectional area of the above-reported embodiment of the figures 4 and 5 of 32.65 cma. More importantly, however, the needle location width of 1.27 cm for the needle element 26 of the central body component 72 remains 1.27 in its width, and the meshing lines 34 and 36 remain parallel to the lines of 62 and 64. A similar flange track member and the improved diverter element can be incorporated in a solid manganese steel diverter assembly of the type having the counter-rail elements and the counter-rail elements combined and integrally joined with the Needle element and flange track elements included. Other forms of components, sizes and materials can be substituted for those specified herein without departing from the spirit and scope of the following claims.

Claims (2)

NOVELTY OF THE INVENTION CLAIMS

1. - A track rail derailleur assembly comprising: a pair of counter rail components; a central body component having integrally formed rail elements each having a guard line, an integrally formed V-shaped needle element having a pair of intermeshing lines, and a pair of flange track elements formed integrally placed respectively intermediate in each guard line and the adjacent pair of interrail lines; and fastener means securing said counter-rail elements of the central body component to said pair of counter-rail components, each inter-rail line of the needle element being oriented truely parallel to its respective adjacent counter-rail element guard line and being and being uniformly spaced from its respective adjacent counter-railing element guard line by a distance of approximately 2.54 - 7.62 / 10.16 cm.

2. A track rail derailleur assembly, characterized in that it comprises an integrally formed body component comprising in association: a centrally positioned V-shaped needle element having a pair of intermeshing lines, a pair of c.ont racarr elements i 1 each having a guard line; and a pair of flange track elements separating each side of the V-shaped diverter element from one of the respective counter-rail elements, each interlock line of the needle element being oriented truly parallel to its guard element line. respective adjacent counter-rail and being substantially separate from its respective adjacent counter-rail element guard line by a distance of approximately 2.54-7.62 / 10.16 cm. ASSEMBLY OF DIVERTER OF WORK OF VIA FOR RAILWAY SUMMARY OF THE INVENTION A track rail derailleur assembly is provided with a pair of counter rail components, with a centrally placed body component comprising an integrally formed V-shaped needle element having a pair of interlacing lines, a pair of integrally formed rail elements having a pair of guard lines, and integrally formed flange tracks separating said needle element from the pair of counter rail elements, and with fasteners connecting the rail elements of the body component to the components counter rail so that the intermeshing lines of the needle element are truly parallel to the guard lines of the rail element and are uniformly spaced from said element of said rail elements guard lines in a uniform manner by a distance of approximately 2.54. - "7.92 / 10.16 cm. RM / cpm * mvs